Stop-latch-tripping mechanism



D. F. LEPLEY.

STOP LATCH TRIPFINGMECHANISM.

APPLICATION FILED IAN. 22. 192|.

Patented Jan. 10, M22.

AOSQQL RM QN HI if? D. F. LEPLEY.

STOP LATCH TRIPPING MECHANISNI.

APPLICATION FILED 1AN.22, 1921.

L4M, 12%, Patented Jan. m, w22.

on both racks are located side by side and adapted to be engaged by pawls 12 pivotally connected to one end ofa lever 13. A cable 14 is connected to the other end of the lever 13 and extends over suitably supported guide sheaves 15 and thence downwardly to an arm 16 on lever 1. Another cable 17 eX- tends from the lower end of the arm 2 of lever 1 and is connected to the pawls 12, as shown, so as to draw them out of contact with the rack teeth when lever 1 and connected mechanism are shifted to raise the horns H to holding positions to stop cars as hereinafter described. rlhis cable 17 has sufficient slack in it to permit the lever 16 and its arm 2 to turn sufliciently 'to operate the horns or checks before disengaging the pawls.

lVhen the apparatus is in use a train of cars C is caused to gravitate toward the.

point of delivery while the horns H are in lowered or released positions. If two cars are to be supplied tothe dump to be unloaded simultaneously a slack, for example, of eight inches is left in the cable llpand a slack of four inches is left in the cable 17. When the first car of the train approachingv the delivery point passes over the lever l it depresses the lever and holds it depressed until the. car passes thereover. During this depression of the lever it pulls through the cable 6V upon the bar 8 so that rthe teeth-10 engaging one of the pawls 12 will move said pawl upwardly a sufficient distancelto take up four inches of the slack in cable 14- and part of the slack in the cable 17. As the train of cars C continues to move four inches of slack in the cable 14 and .they

balance! of slack in the cable 17. During each of these upward movements ofthe barV 8 the other pawl slips overv some of the teethof the stationary bar 11 and is held by said teethv against downward or return movement., Likewise each time the arm 4 is rei leased by the car passing thereoverY the. bar

8 gravitates to its initial position and raises the arm t assistedY by a weighted arm 18 extending from the shaft 3. As the second car moves forward after depressing thel arm l it moves to position above the horns H and the first ear advances to position close to the point of delivery. Just as the first car of the train reaches this. position the third car of the train comes against and depresses the lever tso as to pull through cable 6 upon the fbar 8 and again elevate it. VThis movement is sufhcient to pull through the lever 13` andy cable 1% uponthe short arm 16l soV as to cause the lever 2 to swing and reverse the valve mechanism wherebyv pressure is `prom tly applied to the .pistons in the engine 4 toY yLicenzaC move the rod R and elevate the horns H into the path of the front wheels of the second and fifth cars of the train. This final upward movement of the bar 8 is also sufficient to cause the pawls 12 to be pulled out of engagement with the teeth on the bars by the cable 17. As a result the pawl and its lever will drop down to normal position and the eight inches of slack will be restored in. the cable 14C and the various parts will be reset. The train will *thusl be halted with the first carin position ready to enter the Acage or the rotary dump provided therefor. The lever 1 on the valve can then be depressed manually or otherwise far enough'to operate the engine and release the cai-s from the horns H so that the train promptly moves forward and the first car of the train enters the cage or dump. This movement of the train operates the bar 8 as hereinbefore described, taking up the slack by successive opmovement until again released. ObviouslyV by increasing or reducing the slack in the cable 14- the number of cars delivered for si multaneous emptying can be increased 'or diminished.

As shownin Figures 1 and 2 stop. mechafj nism can be located at a suitable point beyond the delivery end of the rotary ,dump A, this mechanism being indicated generally at D and including horns F similar to thehorns H, which are provided with toggles G and an arm Gf', this armbeing connected by a rod R to the engine lll. Obviously, therefore, as the cars emerge from the dump A'ithe' first car of each pair (if the cars are being dumped in pairs) will be stopped by the horns F and held elevated, as shown so that whenthe engineis operated to release the cars at the,

loading side of the dump the cars at'thedelivery side will also lbe released, all of the horns at both sides of the dump operating in unison. By providing the spaced'horns H sufficient distance can Vbe left between the stop mechanism for a scales on whichthe cars can be successively weighed beforev being directed into the dump. Y

1. The combination with a track leading to c,ar moving apparatus, of car holding means adjacent the track, means foi-.shifting said holding means to release va train of ears upon'tlie track, power operated' means for shifting .said holding means to act1vevposition, and means operated by successivey cars approaching the car moving apparatus for automatically applying power to the power operated means to stop the movement of the cars along the track.

2. The combination with a track leading to car receiving means, of car holding means, means for shifting the holding means to release a train of cars upon the track, and power operated means controlled by the action of successive cars approaching the receiving means, for stopping the movement of the train of cars along the track.

3. The combination with a track leading to car receiving means, of car holding means, means for shifting the holding means to release a train of cars upon the track, power operated means for moving the holding means to stop the movement of the train of cars along the track, lever controlled means for directing power to said power operated means, a normally slack power transmitting element connected to said lever controlling means, and means adapted to be engaged and operated by successive cars moving along the track for taking up the slack in said element and shifting the lever con-J trolled means to apply power and stop the train.

4. rlChe combination with a track leading to car receiving means, of car holding means, means for shifting the holding means to release a train of cars upon the track, power operated means for moving the holding means to stop the movement of the train of cars along the track, power controlling valve mechanism, a lever for operating the same, a tripping lever adapted to be successively depressed by cars passing successively thereover, a normally slack power transmitting element connected to the lever of the valve gearing, and means operated by the successive movements of the tripping lever for taking up the slack in said element and operating the valve mechanism to direct power to the power operated means and stop the movement of the train of cars.

5. The combination with car holding means and means for shifting the holdin means to release a train of cars, of paralle fixed and movable toothed bars, a tripping arm adapted to be repeatedly depressed by cars passing successively, means operated by each depression and release of the tripping arm for shifting the movable toothed bar up and down, a lever, pawls carried thereby and engaging the toothed bars, said movable bar operated to elevate the pawls and lever step by step relative to the fixed bar, means operated by the pawls when shifted to a predetermined position for automatically elevating the holding means to stop the cars, and means operated by said last named action for disengaging the pawls from the fixed bar and resetting the pawls.

6. rEhe combination with car holding means, of power operated means for moving the holding means to stop the movement of a train of cars, a power controlling valve mechanism, a lever for operating the same, a tripping arm adapted to be repeatedly depressed by cars passing successively thereover, a normally slack power transmitting element connected to the lever of the valve mechanism, and means operated by the successive movements of the tripping lever for taking up the slack in the said element and operating the valve mechanism to direct power to the power operated means and stop the movement of the train of cars.

7. rlhe combination with a valve operating lever, of parallel fixed and movable toothed bars, a power transmitting lever, pawls carried thereby for engaging the teeth on the bars, a slack flexible connection between one end of said lever and one arm of the valve operating lever, a flexible connection between another arm of the valve operating lever and the pawls, a car actuated tripping arm, and means for transmitting motion from said arm to the movable bar.

In testimony that l claim the foregoing as my own, l have hereto aliiXed my signature in the presence of two witnesses.

DANIEL F. LEPLEY.

1 lVitnesses W. H. SorssoN,

BARNETT C. BURKHARDT. 

